Draft rigging



Feb. 28, 1928.

- 1,660,443 S. B.v HASELTINE DRAFT RIGGING l Filed bjov.' 30. 1925 f" .l /fl /0y Patented Feb. 28, 1928.

UN l TED STATE S STACY HASELTI'NE, OF'CHICAGO, ILLINOIS; ASS'IGNGR, BY MESNE ASSIGNMENTS; TO

' v W. H'. MINER, INC., A CORORATON 0F DELAWARE. Y

DRAFT steamer;

Application led November 39, 1923. Serial No. 677,602.

This invention relates to improvements in draft riggings.

The object ot the invention is to provide a simple and relatively inexpensive cushioning device, especially adapted for attachment to mine cars to effectively cushion the pull and dra-ft. shocks between the cars ot a train. In the drawing forming Ya part of this specification, Figure 1 is a top plan view of the end. portions of two adjacent mine cars, showing my improvements applied thereto. Figure 2 is a vertical, longitudinal, sectional view taken centrally of the mine cars and corresponding substantially to thel line 2 2 of Figurel. And Figure B yisa vertical,

transverse, sectional view corresponding substantially to the line 234-3 of Figure 2.

In said drawing, each mine caris shown as provided witha suitable heavy flooring 10,

e0 a vertical end wall 11 at one end, 'and a' horizontally pivoted gate 111 at the other' end, the gate-end of one carbeing disposed adjacent the closed endV of the next car, as shown in the drawing. The flooring of each z5 car is extended respectively beyond theend wall 11 and the gate 111 to constitute what may be vtermed either an end sillor aV plat` Y form. y

The improved draft rigging, as shown, comprises, broadly, upper andlower members 'A and B'orming a two-part' spring. cage li'xed to the closed end of each car; aspring resistance element C within the cage a vcombinedL drawbar and yoke D coa'cting withy the spring resistance; a coupling element E pivoted to the yoke 5, a pair of angle brackets F lixed to the gate end fof each car; a hook coupling element G pivoted t'o each bracket; and buiiing plates H'--H.

The upper-member A is inthe tornrof a rectangular plate havingv a cent-ral, upwardly otl'set portion 12, longitudinally,extending, spaced, downwardly projecting yflanges 1'3-13, anda 'downwardlyy projecting Vtrans- Ill) flanges 13 and 14 being alined with the side walls and theendwall `of the offset portion, thereby providing a casing forming a portion ot' the spring cage section. Asv clearly shown in Figure 1, the flooring 10 the closed end of the car is provided witha re-V cess or pocket 15 adapted to receive. the spring cage section of the plate A.` The plate A is` also provided with downwardly verse 'flange 14 at thefrear end thereof` the extending flanges 1616 at the vfront endL thereofl adapted to abut the vertical end face of the platform or end sill portion ofA the flooring 10. The side flanges 13 13 snugly' engage the side walls ot the'recessl and the flanges: 14 and' k16 abut the end wall of the recess and the frontv end portion of the flooring respectively. The lower member B kis also. in the form of a rectangular plate and' is provided with longitudinally extend ing reinforcing ribs 17.

rlhe plates A and B are provided at their y' front or outer ends with opposi'tely extending, alined heavy ilanges18`-18, with their free endsso spaced as .to yaccommodate the shank of the drawbar D therebetween, as f clearly indicatedin Figure 2. Intermediate the flange 1A and the flanges 18, the two plates A.v and B are provided with another set of oppositely extending, alined flanges 19-19 havingtheir free edges separated a corresponding distance to the edges ofv `the langes 18 to accommodate the shank of the drawbar D. By means of the'flanges la, 19 and 18, two pockets are formed, the `front one of'which is somewhat longer than the rear one. Within the front pocket is disposed the spring resistanceV element C, the front end of the spring. bearing upon the flanges 18l and the rear end oir' the spring bearing` upon;V the flanges 19 in the normal position of theparts. lThe flange 19 ot the platey A is braced by a longitudinally disposed web extending fromz the flange 19 to the flange. la' and the iiange 19 of the plate B is braced bya similar rearwardly extend-V ing web abutting thelango 1liV totransmit the bufling shocks l:from thel flanges 19 'membersV A and- B vforming the twofpart spring cage are secured. together and f-as-. tened to the ;car -by bolts 21 `extending through thev plates andthe flooring 10.

The combined lyoke vand drawbar Dv is formed at its outer orfront end with a butling head 22delined by an upper heavy/flange 23, a downwardly extending, transversely arranged itlange 24,y longitudinally extending` spaced webs 25-25, a bottom flange 123 extending from each web-25 to the `corresponding side of; thehead and a short vertically disposedflange 124' at tlreback of the head extending terallytromfeach web 25.' Thewl Y the adjacent car when the cars are traveling over a curved section of track. Rearwardly of the buihng head of the drawbar I), a rectangular yoke is formed, the same having side arms 27-27 and an end section 28 extending y between the ends of the arms. Between the end section 23 and the builing head D, the

drawbar `provided with a relatively heavy transverse web29 defining the frontend of the center opening of the yoke. The center opening of the yoke corresponds in length to the distance between the flanges 18 and 19I and the spring C is accommodated within the same. As clearly shown in Figure 3, the end section A23 and the web 29 of theyoke are out away centrally and the flanges 13V ,and 19 are correspondingly formed so as `to interiit with the same, thereby providing abutment surfaces on the yoke and spring cage of substantially equal extent for each end of the spring resistance.`

The coupling element E is provided with an eye 30 adapted to freely receive the hook portion of the coupling element` G. The coupling element E is adapted to swing in a `vertical plane and the iiange 24: is centrally recessed to accommodate the same in horizontal position. Upward movement of the coupling element E is limited by engagement with the upper wall of the recess of the flange 24. j

The angle brackets F are of like construction, each comprising an upper arm31 anda downwardly projecting flange 32. Thegate end of the car is provided with a recess or pocket 33 adapted` to receive the flanges of the angle plates F in spaced relation so that the hook coupling element Gr may be accommodated between the flanges. The flanges 32V are shorter than ftheupper arm portions of the angle bracketsand depend below the floorinof 10 ofthe car. n y `V y The z:bufiingplates I-I are of like construcbers, having upper.v and lower horizontal arms 34 and 35 and a vertically extending connecting section 36. The arms 34: and 35 are adapted to abut the upper and lower sur- Vfaces of the projecting portion of the floors `ing 1()y and theverticalisection is adapted to abut the front end of the flooring.V The bufiing plates I-IV and the angle brackets F are secured by means of bolts 37 extending therethrough and through the flooring 10. The rear ends of the angle brackets F are secured to the Hooring of the car by means of bolts 38 extending through the arms 3l rlhe flange 24 of the bufling thereof and reinforcing plates at'the lower and filler plates at the upper side of the flooring.

The hook element Gis pivotally supported i for vertical swinging movement between the flanges 32 of the brackets F .by means of a pin 39. The engaging end of the hook Gr is provided with a relatively long, pointed ex tension Ll- O which is bent outwardly as clearly shown in Figure 2, thereby preventing accidental disengagement of the hook `from the eye portion of the coupling member E.

The normal position of the parts is as shown best in Figure 2, and upon draft ac- Y tion, it is obvious that the spring C will be .1

held at its front end against the flanges 18 i 'and the rear end thereof willbe pulled forwardly by therear transverse section 28 of the rear endiof the `spring C will be held by the flanges 19 and the forward end thereof moved rearwardly by the -Afront 'section of the the combined drawbar and yoke. "In buff,

front ends of the plates A and B to limit the inward movement of the combined drawbar and yoke when the mechanism has. been fully compressed, thereby preventing thel spring from being driven solid and trans` lUO mitting the bufling shocks directly through r the bufHng head and the plates Aand B to the car., 1 r

VThe arrangement which I have shownV and described consists of few parts, all of which may be manufactured comparatively cheaply and the entire arrangement may `be readily applied to mine cars of common construction,V

now in use at small expense. y

' have hereinlshown and described what I now consider the preferred manner of carrying out my invention but the same is 4merely illustrative and I contemplate all changes and modifications that comejwithin fthe scope of the claims appendedl hereto. tion `and, are in the form of U-shaped mem- A Iclaim:` 1 y y Y 1.*In a draft rigging of the character described, the combinationfwith upper andv therewith adapted to cooperate with the out.- l

er edge of one of said plates to limit the compression of thespring in bufling action. 2. In a draft rigging, the combination with lioA iso

portions enclosing said recesssaid castingshavin@` integral flanges at oanosite ends e, en c thereoi extending toward each other and providing iront and rear Walls for said cage,

the extremities ot the llangeslforming theV 'front and rear walls being spaced apart; spring means arranged between said iront and rearwall; and a yoke encircling said spring means, the iprward and rear ends of said yoke being movable in opposite directions past the adjacent walls to compress said springmeans on both buff and draft.'

3.' In a draft rigging, the combination with the end structure of a car including a floor provided with a central recess; of a spring cage comprising co-operating castings having extensions secured to the opposite surfaces of said iioor and provided with central portions enclosing said recess, said castings having integral flanges at opposite ends thereotI extending toward each other and providing front'and rear walls ior said cage, the extremities of the flanges forming the front and rear walls being spaced apart; spring means arranged between said front and rear wall ;v and a yoke encircling said spring means, the forward and rearenols of said yoke being movable in opposite directions past the adjacent walls to compress said spring means on both bull and draft;

a butter on said yoke; and a coupling ele-A ment pivotally mounted on said buffer and adapted to be normally disposed inwardly of the outer extremities of said buffer and to be moved outwardly of said buier to operative position.

y 4l. In a draft rigging for a railway car, the

combination with'yieldable means; of a cagel secured to the end of said car and disposed about said yieldable means, said cage having oppositely disposed portions extending to within the planesvdeined by the boundaries of said yieldable means toprovide stationary abutments for the opposite ends ot said yieldablemeans; yoke means encircling said yyieldable means,y said yoke means being arranged for movement in opposite directions to opposite sides of said 'stationaryy abutmen'ts tor compress said yieldable means in both buiiI and draft, said yoke 'means being provided with rigid portions projecting torwardly 'oi' the end of the car; a buffer se-k cured to said V"forwardly projecting portions; and a coupling element pivotally mounted on said buiier and adapted to be normally dis-y posed inwardly of the outer extremities of said buiier and to be moved outwardly of said buffer to operative position. In witness that I claim the `foregoing I have hereunto subscribed my name this 22nd day of November 1923.

sTAoY B. Liaiisnirrinn 

